Rotary engine.



W. D. TROUTMAN. ROTARY ENGINE. APPLICATION FILED SEPT.20,191 3.

Patented J an. 6, 1914.

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W. D. TROUTMAN.

ROTARY ENGINE.

APPLICATION FILED $31 211.20, 1913.

Patented Jan. 6, 1914.

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W. D. TROUTMAN.

ROTARY ENGINE.

APPLICATION I'ILBD SEPT. 20, 1913.

1,083,710. Patented Jan.6,1914.

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I COLUMBIA PLANOGRAPM CO.,WASHINGTON. D. :4

W. 1 TROUTMAN. ROTARY ENGINE,

APPLICATION FILED SEPT. 20,1913

Patented J an. 6, 1914.

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WILLIAM 1). TROUTMAN, 0F CHICAGG, ILLINOIS.

ROTARY ENGINE.

Application filed September 20, 1913.

To all whom it may concern:

Be it known that I, l/VILLIAM D. T-RoU'r- MAN, a citizen of the United States, and a resident of the city of Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements .in Rotary Engines, of which the following is a specification.

My invention relates to improvements in rotary engines, and has for its object the production of an engine of this character which will be of durable and economical construction and efficient in operation.

Other objects will appear hereinafter.

The invention consists in the combinations and arrangements of parts hereinafter described and claimed.

The invention will be best understood by reference to the accompanying drawings forming a part of this specification, and in which,

Figure 1 is a front elevation of an engine embodying my invention, Fig. 2 is a rear elevation thereof, Fig. 3 is a central hori zontal section taken on substantially line tt of Fig. 1, Fig. 4 is a detail section illustrating the exhaust port which communicates with two of the expansion chambers of the engine, the section being taken on substantially line u-u of Fig. 7, Fig. 5 is a detail section illustrating one of the valves controlling the compressed fluid supply of the engine, the section being taken on substantially line 01- 0 of Fig. 6, and Figs. 6, 7, 8 and 9 are vertical transverse sections taken on substantially lines ww, ww, y-y and zz respectively of Fig. 3.

The preferred form of construction as illustrated in the drawings comprises a stationary cylindrical casing consisting of end members or heads 1 and 2 which are formed at their under sides with bases whereby the engine may be mounted upon and secured to a suitable support. Arranged between the members 1 and 2 is a medial main partition 3 and supplemental partitions 4 and 5, said parts 1, 2, 3, 4 and 5 being rigidly secured together at intervals by means of bolts 6 which pass through the peripheral portions of said members. Extending axially through the engine casing thus formed is a shaft 7 which is rotatably mounted in bear- Specification of Letters Patent.

Patented Jan. 6, 1914.

Serial No. 790,929.

ings 8 secured to the outer sides of the casing members 1 and 2, suitable packing 9 being employed at the points where the ends of said shaft emerge from the casing to prevent leakage.

Mounted upon and rigidly secured as by keying to the shaft 7 is a plurality of rotors 10, 10, 10 and 10', the latter being arranged in pairs at either side of the partition 3, the members of each pair that is the rotors 10 and 10, and 10 and 10 being securely fastened together by boltsll. Said rotors are of .a diameter less than that of the in terior of the engine casing so that annular spaces are formed around the peripheries of said rotors. The spaces thus formed around the peripheries of said rotors are divided by the supplemental partitions 4 and 5 so as to form annular expansion chambers 12, 12, 12" and 12 around the peripheries of said rotors 10, 10, 10 and 10 respectively. The expansion chambers thus formed are independent of each other, the inner edges of the partitions 4 and 5 being countersunk as shown in grooves provided at the adjoining faces of said rotors in order to insure a tight connection and prevent communication between the various chambers. Formed upon the peripheries of the rotors 10, 10, 10 and 10 are outwardly projecting vanes 13, 13, 13 and 13 respectively which snugly fit the corresponding expansion chambers being adapted to travel therein upon rotation of the shaft 7, as will be readily understood.

Communicating with the expansion chambers 12, 12, 12 and 12 are compressed fluid inlet ports 14, 14, 14 and 14 respectively, the ports 14 and 14 and 14 and 14 being arranged diametrically opposite each other, as clearly shown in the several views. The supply of compressed fluid to the inlet ports 14 and 14 is controlled by a rotary valve 15, the supply to the ports 14 and 14 being controlled by a rotary valve 15, these valves being similar in construction, except that one is slightly longer than the other and so that the description of one will sufiice for both. Each of said valves is mounted in a cylindrical bushing 16 which is mounted in the engine casing as shown, a screw plug 17 threaded in one end of said bushing serving to hold the valve in posit-ion preventing longitudinal movement thereof, as shown in Fig. 5. The central portion of the valve is cut away in order to form an annular chamber 18 which chamber communicates through a pipe 19 with any suit able source of compressed fluid supply, the end of pipe 19 where the same enters the engine casing being of course suitably packed to prevent leakage. Formed in the periphery of valve 15 at the respective ends thereof are longitudinally extending grooves 20 and 20 and 21 and 21, the grooves at each end being arranged diametrically opposite each other. The grooves 20 and 21 are positioned for registration with the ports 14 and 14 respectively, the arrangement being such that when said grooves are in registration with said ports the compressed fluid supplied to the chamber 18 from the pipe 19 will pass through said grooves and ports into the corresponding expansion chambers of the engine, and when said grooves are out of registration with said ports the supply of compressed fluid to said expansion chambers will be cut ofl. The grooves 20 and 21 are provided in the valve at points diametrically opposite the grooves 20 and 21 simply to counterbalance or counteract the effect of the compressed fluid entering the grooves 20 and 21, the result with these additional grooves being to obtain a valve which may be operated with a minimum expenditure of energy. The grooves 20 and 20 are arranged out of longitudinal alinement so that the same will operate alternately, that is register alternately with the ports cooperating therewith upon oscillation of the valve, it being intended to supply compressed fluid to one of the expansion chambers controlled by said valve at the same time that the other cham her which is controlled thereby is exhausting. The valve 15, as above set forth is identical in construction with the valve 15 except that the latter is slightly longer than the valve 15, said valve 15 being provided with grooves 22 and 22 and 23 and 23 which control the ports 14 and 14 in the same manner as the grooves in valve 15 just described.

The corresponding ends of the valve 15 project exteriorly and are provided with rocker arms 24 which are connected by links 25 with an oscillatory lever 26 fulcrumed at 26' upon the outer side of the casing member 1. A helical compression spring 27 cooperates with the lever 26 to normally hold the same in contact with the periphery of a cam 28 which is fixed to the shaft 7, as clearly shown in Fig. 1. With this arrangement it will be seen that in the operation of the engine both valves 15 and 15 will be simultaneously operated so as to simultaneously supply compressed fluid to the chambers 14 and 14: and 15 and 15 but alternately as regards the pairs of said valves as will be readily understood. By thus alternately supplying the expansion chambers at the opposite ends of the casing or at opposite sides of the medial partition thereof abalancing effect is secured which tends to prevent vibration. The vibratory objection in the engine is also overcome through the positioning of the inlet ports in the expansion chambers at each end of the engine diametrically opposite each other since wit-h this arrangement the vibration which might result from the sudden inrush of compressed fluid through one port will be overcome by a corresponding inrush of compressed fluid at the opposite side of the engine. A well balanced, smooth-running and nonvibrating engine is therefore the result of this arrangement.

The chambers 12 and 12 are provided with exhaust ports 29 and 30 respectively which lead from the lower end portions thereof through the casing members or heads 1 and 2 respectively, the chambers 12 and 12 exhausting through a common exhaust pipe 31 which leads centrally from the upper side of the engine casing, the upper side of the partition 3 being cut away as at 32 as shown in Fig. 4 in order to permit ready communication of the inner end of said pipe 31 with both of said chambers.

Cooperating with each of the expansion chambers is a radially movable slide valve 33 which is mounted in a correspondingly extending slot 33 formed in the engine casing the longitudinal edges of said valves engaging guide grooves 33 formed in the adjacent sides of members 1, 2, 3, 1 and 5, as shown. Helical compression springs 34 interposed between the outer ends of said valves and plates 35 secured to the engine casing at opposite sides thereof serve to normally hold said valves in traversing positions or at their inner terminals of movement, as shown in the several views, said valves being moved outwardly to nontraversing positions only by the vanes of the rotors during rotation of the latter. 'By reason of the function which is thus served by said vanes the opposite sides thereof are inclined in order to move said valves gradually outwardly and permit of the same moving gradually inwardly under the influence of the springs 34.

The operation of the engine is simple. The compressed fluid supplied to the engine through the pipe 19 is alternately admitted through the valves 15 and 15 to the expansion chambers 12 and 12 and 12 and 12. The compressed fluid thus admitted to said chambers acts on the corresponding vanes serving to drive the rotors carrying said vanes and hence the shaft 7 with which said rotors are connected. The valves are so manipulated that compressed fluid Will be supplied to each expansion chamber during approximately one-half of a complete rotation of the rotor cooperating therewith When the supply Will be shut off. The compressed fluid thus admitted will be permitted to expand during the next ninety degrees of movement of the rotor When the vane of the latter Will pass the exhaust port cooperating With said chamber effecting the exhaust of the charge admitted and so as to permit of a fresh charge being supplied when the vane passes the corresponding valve 33.

While I have illustrated. and described the preferred form of construction for carrying my invention into effect, this is capable of variation and modification Without departing from the spirit of the invention. I, therefore, do not Wish to be limited to the precise details of construction set forth, but desire to avail myself of such Variations and modifications as come Within the scope of the appended claims.

Having described my invention what I claim as new and desire to secure by Letters Patent is:

1. A rotary engine comprising a casing having a plurality of independent annular fluid expansion chambers formed therein; rotors having peripheral vanes arranged for travel in said chambers, said rotors being connected together in pairs, the vanes of each pair being positioned diametrically opposite each other; a compressed fluid supply and an exhaust communicating with each of said chambers, the inlet port and the exhaust port of one of the chambers of each pair of said rotors being positioned respectively diametrically opposite those of the other chamber; means for simultaneously supplying compressed fluid to each pair of said chambers; and a valve interposed in each of said chambers normally assuming a traversing position and adapted to be moved to nontraversing position by the corresponding vane in the rotation thereof, substantially as described.

2. A rotary engine comprising a casing having a plurality of independent annular fluid expansion chambers formed therein; rotors having peripheral vanes arranged for travel in said chambers, said rotors being connected together in pairs, the vanes of each pair being positioned diametrically op posite each other; a compressed fluid supply and an exhaust communicating With each of said chambers, the inlet port and the exhaust port of one of the chambers of each pair of said rotors being positioned respectively diametrically opposite those of the other chamber; means for simultaneously supplying compressed fluid to each pair of said chambers and for alternately supplying said pairs of chambers; and a valve tion by the corresponding vane in the rotation thereof, substantially as described.

3. A rotary engine comprising a casing having a plurality of independent annular fluid expansion chambers formed therein; rotors having peripheral vanes arranged for travel in said chambers, said rotors being connected together in pairs, the vanes of each pair being diametrically opposite each other; a compressed fluid supply and an exhaust communicating With each of said chambers, the inlet port and the exhaust port of one of the chambers of each pair of said rotors being positioned respectively diametrically opposite those of the other chamber; rotary valves for simultaneously supplying compressed fluid to each pair of said chambers and for alternately supplying said pairs of chambers; and a valve interposed in each of said chambers normally assuming a traversing position and adapted to be moved to nontraversing position by the corresponding vane in the rotation thereof, substantially as described.

4. A rotary engine comprising a casing having a plurality of independent annular fluid expansion chambers formed therein; rotors having peripheral vanes arranged for travel in said chambers, said rotors being connected together in pairs, the vanes of each pair being diametrically opposite each other; a compressed fluid supply and an exhaust communicating With each of said chambers, the inlet port and the exhaust port of one of the chambers of each pair of said rotors being positioned respectively diametrically opposite those of the other chamber; cam controlled rotary valves for simul taneously supplying compressed fluid to each pair of said'chambers and for alternately supplying said pairs of chambers; and a valve interposed in each of said chambers normally assuming a traversing position and adapted to be moved to nontraversing position by the corresponding vane in the rotation thereof, substantially as described.

5. A rotary engine comprising a stationary cylindrical casing; a shaft rotatably mounted in said casing; a medial partition in said casing dividing the interior thereof into tWo compartments; a pair of rotors arranged in each of said compartments and fixed to said shaft, said rotors being of less diameter than said compartments; a medial partition in each of said compartments dividing the annular space surrounding said rotors into tWo annular chambers; vanes on the peripheries of said rotors snugly fitting said chambers and adapted to travel therein upon rotation of said rotors; a compressed fluid supply communicating With each of said chambers; means whereby comvane in the rotation thereof, substantially in pressed fluid Will be admitted alternately as described.

to the chambers at opposite sides of said In testimony whereof I have signed my first mentioned partition, there being eX- name to this specification in the presence of haust ports communicating with said chamtwo subscribing Witnesses.

bers; and a valve interposed in each of said WILLIAM D. TROUTMAN. chambers normally assuming a traversing Witnesses:

position and adapted to be moved to non- JOSHUA R. H. Po'rTs,

traversing position by the corresponding HELEN F. LILLIS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, I). C." 

